TEG On-Vehicle Performance & Model Validation
Doug Crane1, John LaGrandeur1, Vladimir Jovovic1, Marco Ranalli1, Martin Adldinger1, Eric Poliquin1, Joe Dean1, Dmitri Kossakovski1,
Boris Mazar2, Clay Maranville3
1. Gentherm 2. BMW Group
3. Ford Motor Company
Directions in Engine Efficiency and Emissions Research (DEER) Dearborn, MI October 18, 2012
2
WHO WE ARE
• Major supplier of thermoelectric products for automotive applications
• More than 5000 employees worldwide • 3 manufacturing locations in the main regions • 8 sales, development, R&D locations
3
VEHICLE SUMMARY
Vehicle Speed 65mph
0
50
100
150
200
250
300
350
400
450
500
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300Test Time (sec)
TEG
Pow
er (W
atts
), E
xhau
st T
empe
ratu
re (°
C)
TEG Power
Exh. Temp. into TEG
Exh. Temp. out of TEG
Bypass Opened Bypass Closed
TEGs have been integrated into both BMW and Ford vehicles and have been in operation for over a year
BMW X6 Ford Lincoln MKT
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CYLINDRICAL TEG
5
BENCH TEST SETUP
Blower
Gas heaters
TEG under test
6
Test 1 2 3 4 5 6 7 8 9 10 11 12
Tfh,in (C) 390 390 390 425 425 425 510 510 510 620 620 620
Tfc,in (C) 20 20 20 20 20 20 20 20 20 20 20 20
vdot,h (g/s) 13.5 13.5 13.5 20.5 20.5 20.5 30.1 30.1 30.1 45 45 45
vdot,c (g/s) 170 250 330 170 250 330 170 250 330 170 250 330
max power output (W) 56.1 56.5 57.6 119 121 122 261 270 272 495 580 595
Test 13 14 15 16 17 18 19 20 21 22 23 24 25
Tfh,in (C) 390 390 390 425 425 425 510 510 510 620 620 620 620
Tfc,in (C) 40 40 40 40 40 40 40 40 40 40 40 40 20
vdot,h (g/s) 13.5 13.5 13.5 20.5 20.5 20.5 30.1 30.1 30.1 45 45 45 48
vdot,c (g/s) 170 250 330 170 250 330 170 250 330 170 250 330 330
max power output (W) 49.3 49.2 49.6 103 104 106 228 237 241 436 461 N/A 608
Note: Test 24 not completed due to the chiller overheating.
TEST CONDITIONS FOR TEG
7
0
100
200
300
400
500
600
700
0.00
0.50
1.00
1.50
2.00
2.50
0 200 400 600 800 1,000
pow
er (W
)
volta
ge (V
)
current (A)
TEG Performance - Test 11(hot inlet temperature = 620C, cold inlet temperature = 20C)
(hot mass flow = 45 g/s, cold mass flow = 250 g/s)(6/29/11)
measured voltagesimulated voltagemeasured powersimulated powerPoly. (simulated power)
0
50
100
150
200
250
300
0.00
0.20
0.40
0.60
0.80
1.00
1.20
1.40
1.60
0 200 400 600
pow
er (W
)
volta
ge (V
)
current (A)
TEG Performance - Test 19 (no first & last ring)(hot inlet temperature = 510C, cold inlet temperature = 40C)
(hot mass flow = 30.1 g/s, cold mass flow = 170 g/s)(6/29/11)
measured voltagesimulated voltagemeasured powersimulated powerPoly. (simulated power)
POWER & VOLTAGE VALIDATION
8
AIR PRESSURE DROP & WATER OUTLET TEMPERATURE VALIDATION
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
Test
1Te
st 2
Test
3Te
st 4
Test
5Te
st 6
Test
7Te
st 8
Test
9Te
st 1
0Te
st 1
1Te
st 1
2Te
st 1
3Te
st 1
4Te
st 1
5Te
st 1
6Te
st 1
7Te
st 1
8Te
st 1
9Te
st 2
0Te
st 2
1Te
st 2
2Te
st 2
3
pres
sure
dro
p (p
si)
TEG Model ValidationAir Side Pressure Drop
7/11/11
measuredsimulated
0
10
20
30
40
50
60
70
Test
1Te
st 2
Test
3Te
st 4
Test
5Te
st 6
Test
7Te
st 8
Test
9Te
st 1
0Te
st 1
1Te
st 1
2Te
st 1
3Te
st 1
4Te
st 1
5Te
st 1
6Te
st 1
7Te
st 1
8Te
st 1
9Te
st 2
0Te
st 2
1Te
st 2
2Te
st 2
3
air o
utle
t tem
pera
ture
(C)
TEG Model ValidationWater Outlet Temperature
7/11/11
measuredsimulated
9
HOT & COLD SHUNT TEMPERATURE VALIDATION
0
50
100
150
200
250
300
350
400
450
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
tem
pera
ture
(C)
hot shunt (ring)
TEG Model Validation - Test 11(hot inlet temperature = 620C, cold inlet temperature = 20C)
(hot mass flow = 45 g/s, cold mass flow = 250 g/s)(6/29/11)
measuredsimulated
0
10
20
30
40
50
60
70
80
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26
tem
pera
ture
(C)
cold shunt
TEG Model Validation - Test 11(hot inlet temperature = 620C, cold inlet temperature = 20C)
(hot mass flow = 45 g/s, cold mass flow = 250 g/s)(6/29/11)
measuredsimulated
10
0
100
200
300
400
500
600
700
0 200 400 600 800
pow
er (W
)
time (s)
Medium Temperature TEG Transient Test(changing electrical load, Test 11)
measuredsimulated
0
100
200
300
400
500
600
0 2000 4000 6000 8000
pow
er (W
)
time (s)
Medium Temperature TEG Transient Test(changing hot and cold temperatures and flows)
measuredsimulated
TEG TRANSIENT MODEL VALIDATION
11
SECOND TEG RESULTS & MODEL VALIDATION
0
100
200
300
400
500
600
700
800
0.00
0.50
1.00
1.50
2.00
2.50
3.00
0 200 400 600 800 1,000 1,200
pow
er (W
)
volta
ge (V
)
current (A)
TEG2 Performance - Test 12(hot inlet temperature = 620C, cold inlet temperature = 20C)
(hot mass flow = 45.0 g/s, cold mass flow = 330 g/s)(8/21/11)
measured voltage
simulated voltage
measured power
simulated power
Poly. (simulated power)
12
CYLINDRICAL TEG PERFORMANCE
49 W/L (based on flange to flange dimension including outer shell and internal bypass) 1280 W/kg of TE material used
13
STEADY STATE POWER VS COOLANT FLOW/TEMP
0
100
200
300
400
500
600
1300RPM,
50 Nm
1750RPM,
60 Nm
2000RPM,
65 Nm
2250RPM,
75 Nm
2500RPM,
80 Nm
2750RPM,
80 Nm
3000RPM,105Nm
pow
er (W
)
engine conditions
Measured Steady State TEG Performance on Dynomometer01/31/12
coolant flow = 10 lpm, coolant temp = 30°C
coolant flow = 20 lpm, coolant temp = 30°C
coolant flow = 10 lpm, coolant temp = 55°C
coolant flow = 20 lpm, coolant temp = 55°C
coolant flow = 10 lpm, coolant temp = 80°C
coolant flow = 20 lpm, coolant temp = 80°C
14
0
100
200
300
400
500
600
0 500 1000 1500
pow
er (W
)
time (s)
US06 Driv Cycle Measured Dyno Resultscoolant flow = 20 lpm
2 cycles run back to back with 60s idle in between
basic bypass strategy,coolant temp = 80°Cbypass valve closed,coolant temp = 80°Cbypass valve closed,coolant temp = 55°C
ENGINE DYNAMOMETER US06 DRIVE CYCLE RESULTS
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BMW X6
16
BMW X6 INSTALLATION
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VEHICLE ON-ROAD TEST RESULTS
18
FORD LINCOLN MKT AWD
19
FORD VEHICLE INTEGRATION
20
VEHICLE ON-ROAD TEST RESULTS
Vehicle Speed 65mph
0
50
100
150
200
250
300
350
400
450
500
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300Test Time (sec)
TEG
Pow
er (W
atts
), E
xhau
st T
empe
ratu
re (°
C)
TEG Power
Exh. Temp. into TEG
Exh. Temp. out of TEG
Bypass Opened Bypass Closed
21
TEG PERFORMANCE REPEATABILITY
0
50
100
150
200
250
300
350
400
0.00
0.20
0.40
0.60
0.80
1.00
1.20
1.40
1.60
1.80
2.00
0 200 400 600 800 1,000
pow
er (W
)
volta
ge (V
)
current (A)
TEG2 Performance - Test 9(hot inlet temperature = 510C, cold inlet temperature = 20C)
(hot mass flow = 30.1 g/s, cold mass flow = 330 g/s)
measured voltage (08/21/11)
measured voltage (07/23/12)
simulated voltage
measured power (08/21/11)
measured power (07/23/12)
simulated power
Poly. (simulated power)
22
SUMMARY
TEGs have been successfully integrated and tested on a BMW X6 and a Lincoln MKT with over 600W of power produced in vehicle tests and over 700W produced in bench tests.
Models have been created that can successfully capture TEG performance in both steady state and transient conditions.
These models have been integrated into vehicle system level models as well.
With the validation of the models against experimental data, the simulation tools can be used to optimize the geometries and operating schemes of the TEG designs.
A cylindrical TEG technology platform has been developed which is on a path to commercialization by the end of this decade.
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OUTLOOK AND FURTHER WORK Further work is required to address technical and
economic risks for TEG commercialization: • Material and system costs
• Design robustness and performance
• In automotive, FE Benefits Vs regulatory and customer drive-cycles
The partnership between BMW, Ford, Tenneco and Gentherm will continue in a follow-on DOE TEG program with the following key objectives: • 5% FE gain for a passenger vehicle measured over the US06 drive cycle
• Economic feasibility defined for 100K/annum manufacturing volume
• Integrating TEG with 15L diesel engine in Bradley Fighting Vehicle program
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ACKNOWLEDGEMENTS
US Department of Energy: John Fairbanks
DOE NETL: Carl Maronde
BMW: Boris Mazar, Andreas Eder, and Carsten Spengler
Ford Motor Company: Clay Maranville, Dan Demitroff, and Quazi Hussain